Engine controller



NOV. 1951 c. H. JORGENSEN ETAL 2,575,345

ENGINE CONTROLLER 9 Sheets-Sheet 1 Original Filed April 17, 1943 NOV.1951 c. H. JORGENSEN ET AL 2,575,345

ENGINE CONTROLLER Nov. 20, 1951 C. H. JORGENSEN ETAL 9 SheetS-Sheec 3Nov. 20, 1951 I g. H. JORGENSEN ETAL I 2,

ENGINE CONTROLLER c. H. JORGENSIEN ETAL 2,575,345

Nov. 20, 1951 ENGINE CONTROLLER Original Filed April 17, 1943 9Sheets-Sheet 5 Nov. 20, 195] C. H. JORGENSEN ET AL ENGINE CONTROLLER 9Sheets-Sheet 6 (lriginal Filed April 17, 1945 Q Q Q N I 1951 c. H.JORGENSEN ETAL 2,575,345

ENGINE CONTROLLER 9 Sheets-Sheet 7 Original Filed April 17, 1943 Nov.20, 1951 ENGINE CONTROLLER Original Filed April 17, 1945 9 Sheets-Sheet8 c. H. JORGENSEN ET AL Nov. 20, 1951 ENGINE CONTROLLER Original FiledApril 17; 1945 Patented Nov. 2 0, 1951 ENGINE CONTROLLER Clarence H.Jorgensen, Rochester, N. Y., and William H. Taylor, Anderson, 1nd,,assignors to General Motors Corporation, Detroit, Mich., a

corporation of Delaware Continuation of application Serial No. 483,438,

April 17, 1943. This application 1945, Serial No. 612,392

24 Claims. (Cl. 123-103) ,This invention relates to fuel intake pressurecontrollers for supercharged internal combustion engines used onairplanes. A type of pressure controller to which the present inventionrelates is disclosed in Dolza et al. application Serial No. 449,918,filed July 6, 194 and now forfeited. The controller of the Dolzaapplication has a main control lever connected with the pilots throttlecontrol lever. The main control lever is manually operated to effect acertain amount of throttle opening approximating the opening requiredfor take-off. The manually effected throttle. opening is supplemented byautomatically effected throttle opening to whatever position is requiredto maintain a predeterminedfuel intake pressure with changing altitude.The automatic control of the throttle is effected by an hydraulicservo-motor having a control valve which is initially set by themanually operated main control lever for the purpose of selecting thefuel intake pressure to be maintained in predetermined relation toaltitude and which is adjusted by means responsive to fuel intakepressure in order that the servo-motor will operate to the extentrequired for automatically moving the throttle valve to obtain the fuelintake pressure required to be maintained at a particular altitude.

The extent of throttle opening obtained manually, plus the extent ofthrottle opening obtained automatically, 'gives wide open throttleposition at critical altitude for a limited range of selection of highintake pressure such as required for take-off and emergency operation ofthe engine. -For the range of pressure selections used in cruising, thethrottle opening is less than wide open.

For some makes of engine, the full opening of the throttle is notdemanded for cruising purposes. However, there are other engine makerswho demand that the regulator shall give wide open throttle at criticalaltitude, not only when the pressure selection is at high valuesspecified for take-01f and emergency, but also when the pressureselection is at lower values specified for cruising.

It is, therefore, an object of the present invention to provide athrottle valve controller so constructed and arranged as to provide amanual control of the throttle supplemented by an automatic control suchthat the total amount of throttle movement effected manually andautomatically brings the throttle to wide open position at criticalaltitude throughout a range of pressure selections extending from thehigh pres- August 24,

sures specified for take-off and emergency to'substantially lowerpressures specifiedfor cruising.

In the disclosed embodiment of the present invention this object isaccomplished by a variable connection between the servomotor and one armof a floating lever whose other arm is connected with the throttle. Thefulcrum of the floating lever is moved by the main control lever whichselects pressures to be maintained in relation to altitude. The manualmovement of the floating lever causes manual movement of the throttle toa partly open position, an d the preconditioning of the variableconnection between the floating lever and the servomotorin a mannersuch-that when critical altitude is reached, the throttle will be movedto wide open position by the servomotor whether the selected pressure ishigh as required for take-ofi, or emergency, or lower, as specified forcruising.

This application is a continuation of application Serial No. 483,438,filed April 17, 1943, and now forfeited. V p 7 Further objects andadvantages of the present invention will be apparent from the followingdescription, reference being had to the accompanying drawings wherein apreferred embodiment of the present invention is clearly shown.

In the drawings: 2

Fig. 1 is a side elevation of a fuel intake pressure controllerembodying the present invention.

Fig. 2 is an end view taken in the direction of arrow 2' of Fig. l. 3

Fig. 3 is an end view taken in the direction'of the arrow 3 of Fig. 1.

Fig. 4 is a side elevation taken in the direction of the arrow 4 of Fig.2 and arrow 4 of Fig. 3. a I I Fig. 5 is a top view taken in thedirection of th arrow 5 of Fig. l. 1 Fig. 6 is a fragmentary sectionalview on line 6-6 of Fig. 3. p w

' Fig. 7 is a fragmentary sectionalview on'line 'l--'l of Fig. 1.

Fig. 8 is a sectional'view on line 8-43 of Fig. 6.

Fig. 9 is a diagrammatic side elevation viewed from the same side asFig. 4 and showing the controller in condition for placing the throttlevalve in idle position.

Fig. 10 is a view similar to Fig.9 showing the condition ofthe-controller after the throttle valve has been opened manually to acertain extent.

Fig. 11 is a view similar to Fig. 10 showing the condition of thecontroller after ,moving the throttle automatically to substantiallyjfull' open supports a shaft whichjsoperated bysasmain control lever 3Iconnected by any suitable means with the pilot's throttle control lever(notshgwn) The pilots control leverds provided with means forfrictionally retainingut in the position set by the pilot; therefore,control lever 3I remains in the position in whichfitis'setby the pilot.When shaft :30 is turned by the arm '3I, it moves an arm 32 carrying atits free-fend'a stud 33 which provides a movable fulcrum for a bellcrank lever having arms 34 and -35. The free endof arm 34 is connectedat 38 with 'alinkcomprising parts "31a, 31b and 3'Icwhichjis connectedat 38'with a lever-39 attache'd to afshaft 40, which, as showndiagrammaticallyin Figf9,is connected withthe throttle valve 4| of anengine fuelintake-duct 42. Arm of the bell crank lever is provided withthe cam slot-'45 receiving a roller 46 (Fig. 2) supported by a screwstudflfl passing through a plain hole in an endof a link through-atapped hole in the end of an arm; 49 a-nd-threadedly-engaged by anut-50. -Arm-49 is-integral with two -hubs 49a and'49b which aresupported by the shaft 30, but are not driver-r thereby. -Cam provides avariable connection-between lever 35 and an hydraulic servo-motor.

The link 48 is pivotally connectedfby-a stud-5I with 'a block'52threaded on the-end of a piston 'rod 53 of anfhy'draulicservo-motor tobe described. Nut-54 retainsthestud-5I in position. -Thestud -'5I isintegral with a rod-55providing a link which connects-the bloek-52 withan arm 56 through a pivot screw 51 retainedby a nut- 5B (Fig. 3). Arm 56is connected with a shaft. 60 journalled in a bearing 6.| provided by.housing -20 (Fig.8). 7

The main control lever 3| .is-secured tothe shaft .301invariouspositions depending upon the manner of connecting the lever withthe. .pilots control lever. This ,is effected by providing the .lever3|, with a clamping hub g3,la cooperating with clamping screw 3Ib. Thelimits ofmove- .ment of lever. 3i are set by stopscrews 64 threadedthrough lugs 66, respectively integral.with bracket 28 and locked into,adjusted position by nuts 68. The stop screws 64 engage a leverintegralwith the .IGYBLBZand provided withpne or more holes II near its freeend. One of the holes II may be selec tedfor passingtherethrough a screwI2 securedbynut liandproviding a pivotal connection with a clevis I4,threadedly connected with a rod and locked thereto in adjusted positionby nut I6. Rod I5 is threadedly connected with the clevis 'I! which islocked thereto in adjusted position by a nut I8. Clevis 'II is pivotallyconnected with anarm 79 by a screw pin 80 retained by nut BI. Arm 19 isconnected with shaft 82 '(Figs. 1 and 8) having a bearing in the shaft60 eccentric with respect to 'the axis of shaft60 Shaft 82 supports anddrives a cam 83 (Fig. 6) for selecting pressure to be maintained in apredetermined relation to altitude in the fuel intake passage 42 (Fig.9) of the engine. Cam 83 engages a level--84 urged against the cam by aspring 85 located in a pocket 86 of housing 20 and retained by a plug81. Intermediate it ends,

the lever 84 is pivotally supported by pin 88 and is attached at itslower end by pin 89 to a clevis '90, attached by rod ill to a valve 92,having lands '93 and 94. and :slidable within a valve sleeve havingannulargrooves 96, 91 and 98 communieating, respectively, with theinterior of said Plate 27 provides a. bracket 28 supporting a bearing29';.(-Fig.. 2). vBearing 29,

sleeve by ports 99,- I00 and IOI. There are four each of the ports 99,I00 and IN, as indicated inFig. 7.

The'ports I500 are the high pressure inlet ports and are connected bypassage I02 with a passage I03 which, as shown in Fig. 1, communicateswith an opening I04 for receiving the threaded pipe (not shown) by whicha connection ismad at the oil pressure system of the engine. As ShOWI1in Fig. 6, ports. 99 are connected withports 100, therefore, pressureoilwill-flow throughpassages and ports I03, I02, 91, I00. :99 :to groove98. Groove 96 is connected 'by a cross-.passage.=li05 (Fig. 7) with alongitudinal passage l-llflfipha-ving an outlet at I07 (Fig. 6)communicatingwviththe left end of cylinder I08, provided.by housing-:20.The pressure fluid, therefore, urges apiston 409 connected with rod 53toward'the right. During movement of the piston I09 toward therighti-nto the position shown in FigJG, any hydrauliafluid at the rightof the piston-would be discharged through port H0, annular-groover98,;ports ;IOI through the valve sleeve 95, through :the pocket III whichis connected by passage/I I2 (=Fig.;:8) with the chamber II3(Figsfiilocateddn housing 20 and exterior to the cylinder I08.

When valve 92 is moved into the position; shown in Fig. 10 by means tobedescribed, later so as to connect ports I00 and-IOI,pressureifluid-ilows through port H0 into the right end;;(Fi g. -6);ofcylinder I08 and moves the piston I09 towardthe left and the hydraulicfiuidof the left of the piston I09 flows out of the cylinder I 08,through passages I01, I09- and I05 and into annular grpove 96 andthrough ports 99 and into theinteri orof sleeve 95 and outthroughtheleft'end of sleeve 95 (Fig.6) and into-the-chamber I-I3. The bottom .ofchamber lI-3 is-drained through-a restricted passage II5 (Fig. 6)leading into a pocket- H6 which isconnected as shown in Fig-:3witnadrain passage II'I provided at its lower endwithscrew threads I I8for connection with-a; drain pipe. The verticalfpassage I I1 leadsfrom-ashort horizontal passage I I9 communicating with the upper portionof the chamber-I I3. During operation of the controller, while theengine: is: running. more oil is discharged into the chamber- I I3 thancan be drained by the passage. I'I5'a1one,- therefore,

this oilrises in the chamberII3-to :thelevel-of the lower wall of thepassage-I I9 i-Fig..6). thereby substantially filling --the chamber ,.:II3v with bydraulic fluid.

The left end of cylinder I08 is closed by-zplug I20 urged by a springIZI against theplatefl which provides the passages H5, H6, H1, 1H8 andH9. The spring I servesto movezthe piston I09 into the position showninicasezof failure of oil pressure. Plug i29 provides-'a'tubular bearingI22 forsupporting the piston: rod 53 which, when moved to theextremeleftposition, is received bythe pocket H6. leakage of pressure fluid throughthe part Ifl-of the plug I20 is drained through pocket 6 and intopassage III (Fig. 3). To the right of piston I09, the rod 53 passesthrough a bushing I25 supported by a plug I26 extending into a hole inthe plate 21 and through an oil seal member I27 supported by the plugI26. Any hydraulic fluid that would leak past the bushing I25 is caughtby the oil seat I21 and the excess is drained through a vertical drainpassage I28 leading to a horizontal drain passage I29 (Fig. 8) connectedwith the drain passage III (Fig. 3).

A spring I30 is located in the pocket III (Fig. 6) for the purpose ofurging the flanged head I3I of sleeve 95 against the shoulder I32provided by housing 20.

The fulcrum pin 98 of lever 84 is supported by bridge members I40 (Fig.8) integral with plates MI and I42 connected respectively with flexiblemetal bellows I43 and I44 which are connected, respectively at theirouter ends with plates I45 and I46. The space bounded by plates I4I andI45 and the bellows I43 is hermetically sealed and is evacuated so thatthese members provide an aneroid which compensates for any effect onbellows I44 due to change in atmospheric pressure. Since the bellows I44is to be responsive to engine fuel intake pressure, the controllerprovides passages leading into the interior of the bellows I44. Thesepassages include the horizontal passage I50 having a threaded end- I5I(Fig. 3) for connection with a pipe (not shown) which is connected withthe engine intake.- Horizontal passage I50 is connected by verticallyinclined passage I52 (Fig. '7) with a pocket I53 in housing 20.. PocketI53 opens into the space within the plate I46 and communicates with theinterior of bellows I44 through a hole in a plate I54 serving as aretainer for a spring I56 bearing also against the plate I42. Screws I51secure plate I46 and a gasket I55 to the housing 20. Springs I58 and I59are located within the bellows I43 and are confined between the platesMI and I45. The springs I56, I58 and I59 are so interrelated andcalibrated that the movements of pivot pin 88 bear a substantiallylinear relation to the changes in fuel intake pressure. An adjustmentcan be made by changing the position of the plate I45 relative to thefixed plate I46. Fig. 6 shows that the plate I45 is located against atubular plug I60 threaded into the tubular boss I6! of plate 24. PlugIE0 is retained in position by a lock nut I62. Screw I63 which retains alock nut cover I64, passes through a plain hole in plug I50 and is screwthreadedly received by the plate I45. To change the position of plateI45 relative to plate I46, screw I63 is removed and the cover I 64 isremoved to provide access to the nut I62 which is loosened so as topermit turning of the plug I60 by the screw driver slots I66 therein.The plug I60 is turned in orout according to the adjustment to be made;and the lock nut I62 is tightened to secure the plug I50 in the desiredposition. The screw I63 and lock nut cover I64 are replaced and thescrew I63 is tightened so as to urge the plate I45 against the inner endof the plug I60.

Access to the upper portion of chamber H3 in housing 29 is providedthrough an opening II0 (Fig. 8) closedby plug III.

The operation of the controller is as follows-f Normally the parts ofthe controller occupy the position shown in. Fig.9, and the throttlevalve 4| is in idle position shown at approximately 18 degrees fromhorizontal. The main control lever 3| is moved from the positionin-Fig.=,9-to

'thatsliown .inFig. 10, thereby causing arm 32 tomove clockwise to theposition in Fig. 10 and likewise the pivot 33 of the floating bell cranklever whose arm 34 is caused to move counterclockwise around pivot 33,while the arm is pivoted around the roller 46 whose axis remainsstationary. Through link 31 diagrammatically illustrated in Figs. 9 and10, this counterclock- Wise movement of lever arm 34 causes throttleoperating lever. 39 to move counterclockwise from the position shown inFig. 9 to that shown in Fig. 10, thereby causing a counterclockwiserotation of shaft and 57 movement of throttle valve 4| "from the idleposition shown in Fig. 9. In the illustratedembodiment of the invention,the main control lever 3| has been rotated manually its maximumdistance, therefore the movement of valve 4| between the position shownin Figs. 9 and 10 is the maximum movementof the Valve which can beoperated by manual operation.

If the main control lever is moved a lesser amount,

shaft 92, a movement of the pressure selector cam 83 fromthe positionshown in Fig. 9 to that shown in Fig. 10, thereby permitting the spring.05 to move the lever 94 clockwise from the position shown in Fig. 9 tothat shown in Fig. 10, thereby causingvalve 92 to move left fromthe,position shown in Fig. 9 toy that shown in Fig. 10, thereby placingport I00 in communication with port IOI, thereby causing pressure fluidto flow into the left end of 'the cylinder I08, as shown in Fig. 10, orat the right end of the cylinder, as shown in Fig.

6. This causes the piston I09 and the piston rod 53 and the cross headpin or stud 5| and the link 48 and the screw stud 41 and the roller 46to movefrom the position shown in Fig. 10 toward the right toward theposition shown in Fig. 11. During this movement, the roller 46 moves inan are about the axis of shaft 30, the radius being determined by thearm 49, and it cooperates with the cam slot 45 of lever arm 35 to 'movesaid arm 35 fromthe position shown in Fig. 10 toward that shown in Fig.11, thereby causing through arm 34, link 31, arm 39 and shaft 40, afurther movement of valve 4| toward the position of maximum openingshown in Fig. 11, which is required when critical altitude is reached.

Before critical altitude is reached, the stroke of the piston I09 isless than the maximum, and is that amount'of stroke required to givesuch throttle opening, inaddition to manually effected throttle openingas to cause the selected pressure to be maintained. The selectedpressure having been attained through additional throttle opening, thebellows I44 expands and causes valve 92 to-close ports IOI and 99 andmovement of the piston I09 ceases. As altitude increases, piston I09-progressively moves toward the right (Figs. 9, l0, l1), and arrives atthe position shown in Fig. 11 when critical altitude is reached.

In the illustrated embodiment of the controller, it was stated that thevalve 4| was moved manually a maximum distance of 57 from idle position.At critical altitude, the servo-motor will have moved the valveautomatically 15 additional degrees so that-the total throttle movementof the valve is 72 zin the illustrated embodiment- If the manualmovement of the valve 4| had been rightist! 'iess'than 57;the autom'aticmevement iseri'orina =by' thepis'ton meiwould have been-:greatecthsn ispossible because less manuai motemeat or pivot-33 from the-positionshown in -l' ig.

fore, the servo motor=will-giveia' greater: enemas movement to the arm35. The relation betiven manually effected and automatically movementsofthe valve! I' :is determihed by th'e' and-by theshapeof the camslot45.

Fig l2'shows the relation oi "degre'e'saiaf thi'ottle opening todegrees-of inov'e'ment 36f control leve'r'3'll Curve ABshows theeg'reesti throttle opening efiected manu'ally v ii'ther'i the lever 3|islmoved between o" anti- 60. lfiuriie CD shows the=-tota1 openingmovements-:6: the throttle obtained by: manual 'movement plusitlieautomatic movementeffectedbyttheseivo motor at critical altitude as theresult ofi pressiiteselev tions: made by movements et -lever 3 l betweeni '0 and .60". The throttle A remains substantiauyyat the position ofmaximum opening throughout 'a range of. selection of pressure from high:Values required for take-ofi and emergency ia -60 positions oflever 3 Itolower values 'specified foi cruising (45#20 positions of lever-f3l).In fact, when-lever 3| is: at its position to -give -em rates sureselection required for-minimumscruising the 39 haspositions 38m to.-38moa'nd"-.valve M :has positions "Mme to Mmm imeaning the various manuallyeffected locations :of valve n c'orre= sponding 10 movementsof lever:31. The-relatlon of movements-of lever 3-!Jand' corresponding Jmovements :of valve 4! is shown Iby-cur-Ve-A B extreme right position.pin 1 5| moves Ito 5f mid the-axis .41 of roller 46' moves to 41 'The-vafioiis positions of arm are 35o to 35%;), the' -vafiiotis positionsof arm 34 :are 34'o to 34to; the Various positions of pin 36 are 36'0tO-S fisc} the various positions of pinl38lar'e 38t0 to13Bt4d,-so; eoandthe various positions of valve 41: are #X'Ito to 1 rm j which are thepositions representedhy curv CD of Fig. 12. In each of itsinitial'positions cor responding to the-extreme left position' of'nis'tofi I09, cam slot 45 has center lineposition'sffit" 4560, each ofwhich-pass throughthe axis' fl. each of its final positionscorrespondingtothe extreme right position of pistonlfl'tl' fth criticdlaltitude position), cam slot 45 hdscehtr line positions V0 to AS'sd-each'of-Wh'ich pasf throng-H theaxis of roller 4Gwh'en at'fl i- Camslo't cek line 45 is correct when these'conditionsares t fied. The relation'ofparts 39; -3 1,.'.34 35; same 30 is such as to obtainan"approximation of there must be no tendency to move"the* throttle pastwide open' position"-because; since anew-2m:

sewn-me a: 'stbi: preventing moteifient of the throttle past-wide: openposition; any effort made by the'regulator towardover travel ofthethrottle would. cause a backward shifting-of the control lever 3 l andwithit the pilots control lever. This would cause a selection ofa 7pressure less 4 than the required. pressure: previously set by thepilot.

variouscombinations of manual and automatic movements of the-throttlecan be effected-chiefly by changing 1 the angular 1 relation between themain control lever 3| and the arm 32 and by substituting for thefloating bell crank lever shown; other floating b'ell crank leversdiffering "in theangular relation between the arms'34 and 35,or'differing in the shape of the cement-'45 or differing with respect=toboth. He'n'ceit is po'ss'ible-,'-with the minimum number "of changes,-to adapt the present controller to the requirements of different makesof engines varying in theirrequirements with respectto the' relationsbetween manual throttle control and automatic throttle control. Inthemajority of cases, the requirements of the geometry of the mechanicalmovementscan be s atisfied by the correctshape oil-the camslot-AS. Theslot 45 can be-so shaped that, regardless of the amount of throttleopen-'- ing obtainable manually for various pressure selections,the'full stroke movement-of the servo motor at criticalaltitude-willgive enough additional opening-movement ofthethrottlevalve'to bring: it to wide openipositionalthough the pressureselections obtained by various movements of the main control lever 3|may vary from highest pressure required for emergency operation down tolower pressures specified for cruising.

The lever 3| can beattached to the shaft '50 in difl'ei'ent positions ofangular arrangement and the shaft 30 may extend in either direction fromits support so thatthe lever -3l "may be attached "ateither en'dof shaft30 as desired.

Thethrottle operating shaft 40 may not'be connected directly'withthethrottle valve 4| as shown in#Fig. 9,'butmay be connected throughanintermediate arm '200"(Fig. 5) which can-be connected o'rr-one end ofthe shaft; as shown, or on'the other end "and be connected with a link,not Shown,-'extending to the throttle operating-lever of the c'arburetonThe engine intake pressure which is selected to bemaintainedatigroundlevel bym'oving the lever 3| to'a crtain position is -graduallyreducedautomatically asthe altitude increases. -At critical altitude, thisreduction amounts to a fewipr centof theipressure selected by the lever3|. This reduction is commensurate with the reduction in the engineexhaustback' pressure as altitude increases. Therefore, the engine poweroutput to thepropeller will remain substantially constant with altitudevariations; Thisreduction in'the manually selected pressure talres'place as the axis" of shaft 82 carrying the pressure select ing cam 83(Fig. 11); moves counterclockwise around theaxis-of shaft whenth'shaftis 'rdtat'ed counterclockwise"during movement-of piston H19toward the rename piston M9 being connected with shaft tfl' throughpiston rod53, pin '51, l1nk55 and 1Vei56. This feature is described andclaimed in thecopndi-hg D'olz'aet all. application referred to. Y

"While'theembodiment of the present invention asher'eindiscloseu,constitutes a preferred-form; lf isto be'unders'tood that-other formsIiiight be adoptedjalloomifig Withlnth'e'scope of the claims which'folldm What is claimed is as follows:

1. A throttle valve controller for supercharged internal combustionengines for aircraft, a servo-motor having a movable operating member, avariably positioned device for selecting the intake pressure to bemaintained, a main control lever for operating the pressure selector andfor imparting to the throttle valve an increasing opening movement asthe pressure selection increases, the pressure obtainable by opening thethrottle manually being less than the selected pressures, means underthe control of the pressure selecting device and responsive to engineintake pressure for determining the travel of the servo-motor membernecessary to locate the throttle in that position of opening required tomaintain the selected pressure, the maximum travel of the servo-motormember being in excess of that required to move the throttle wide openwhen the pressure selections are in the major portion of the range ofpressure selections required during flight, and a "mechanism operated bythe servo-motor member for operating the throttle and including meansfor transmitting from the movement of the servo-motor member thatmovement which is required to bring the throttle substantially to wideopen position throughout the major portion of the range of pressureselections required during flight.

2. A throttle valve controller for supercharged internal combustionengines for aircraft, a servo-motor having a movable operating member, avariably positioned device for selecting the intake pressure to bemaintained, a main control lever for operating the pressure selector andfor imparting to the throttle valve an increasing opening movement asthe pressure selection increases, the pressures obtainable by openingthe throttle manually being less than the selected pressures, meansunder control of the pressure selecting device and responsive to engineintake pressure for determining the travel of the servomotor membernecessary to locate the throttle in that position of opening required tomaintain the selected pressure, the maximum travel of the servo-motormember being in excess of that required to move the throttle wide openwhen the pressure selections are in the major portion of the range ofpressure selections required during flight, and a mechanism operated bythe control of that required to move the throttle wide open when thepressure selections are in the major portion of the range of pressureselections required during flight, a differential lever connected withthe throttle and having a floating fulcrum positioned by the controllever, and means initially set by the positioning of the fulcrum of thedifferential lever for transmitting from the movement of the servo-motormember that movement which is required to bring the throttlesubstantially to wide-open position throughout the major portion of therange of pressure selections required during flight.

4. A throttle valve controller for supercharged internal combustionengines for aircraft, a servomotor having a movable operating member, avariably positioned device for selecting the intake pressure to bemaintained, a main control lever for operating the pressure selector andforimparting to the throttle valve an increasing opening movement as thepressure selection increases, the pressures obtainable by opening thethrottle manually being less than the selected pressures, means underthe control of the pressureselect ing device and responsive to engineintake pressure for determining the travel of the servomotor membernecessary to locate the throttle in that position of opening required tomaintain the selected pressure, the maximum travel of the servo-motormember being in excess of that required to move the throttle wide openwhen the pressure selections are in the major'portion of the range ofpressure selections required during flight, a difierential bell-cranklever having one arm connected with the throttle and having a floatingfulcrum positioned by the control lever, and a cam and a cam followerassociated with the other arm of the bell-crank lever for transmittingfrom the movement of the servo-motor member that movement whichisrequired to bring the throttle substantially to wide open positionthroughout the major portion of the range of pressure selectionsrequired during flight, the initial relation of the cam and followerbeing determined by the location of the fulcrum of the lever and by theservo-motor member for operating the throttle and including meansinitially set by the control lever for transmitting from the movement ofthe servo-motor member that movement which is required to bring thethrottle substantially to wide open position throughout the majorportion of the range of pressure selections required during flight.

3. A throttle valve controller for supercharged internal combustionengines for aircraft, a servomotor having a movable operating member, avariably positioned device for selecting the intake pressure to bemaintained, a main control lever for operating the pressure selector andfor imparting to the throttle valve an increasing opening movement asthe pressure selection increases, the pressures obtainable by openingthe throttle manually being less than the selected pressures, meansunder the control of the pressure selecting device and responsive toengine intake pressure for determining the travel of the servo-motormember necessary to locate the throttle in that position of openingrequired to maintain the selected pressure, the maximum travel of theservo-motor member being in excess bellcrank lever.

5. A throttle valve controller for supercharged internalcombustionengines for aircraft, a servomotor having a movable operatingmember, a

variably positioned device for selecting the intake pressure to bemaintained, a main control lever for operating the pressure selector andfor imparting to the throttle valve an increasing opening movement asthe pressure selection increases, the pressures obtainable by openingthe throttle manually-being less than the selected pressures, meansunder the control of the pressure selecting device and responsive toengine intake pres sure for determining the travel of the servo-motormember necessary to locate the throttle in,

that position of opening required to maintain the selected pressure, themaximum travel of the servo-motor member being in excess of thatrequired to move the throttle wide open when the pressure selections arein the major portion of the range of pressure selections required duringflight, a diiferential bell-crank lever having one arm connected withthe throttle and having a floating fulcrum positioned by the controllever, a cam provided by the other arm of the bellcrank lever and a camfollowerconnected with the servo-motor member for transmitting from themovement of the servo-motor member that movement which is required tobring the throttle 7 substantially to wide-open position throughout eevmses the major "portion of the range" of pressure selectionserequiredduringflight, theinitial relation oi' 'the cam and followerbeingdetermined by the'location of' the fulcrum of: the bell-crank layer:

6, A'throttle valve controller'for supercharged internal combustionengines for aircraft, aservomotor havingv a movable operating member, avariably positioned device for selecting the intake'pressureto bemaintained, a main control lever-for operating the: pressure selectorand for imparting to the throttle valve an increasing opening movement:as the "pressure selection increases, the pressure obtainable by'openin'g'the throttle 'manually'bei'ng less than the selectedpressures; means underthe :control of the pressure'selecting devide andresponsive to engine intakeipressurefor determining the travel of theservo-motor member necessary to locate the throttle inthat position ofopening required to maintain the selected pressure', the maximum travelofthe servo-motor member being in excess of "that required to move thethrottle wide open when" the pressure selections are in the "majorportion of-the range of pressure selections required during flight, ashaft operated" by the maincontrol; lever, a lever connectedwith'theshaft-and-withthe pressureselecting device, a differentialbell-cranklever connected with the throttle and having a floatingfulcrum supported by the second-mentionedlever, a cam provided by theother armof the bell-crank lever and a cam-follower supported fororbital movement about the axis of saidshaft, and means forconnecti-ngth'e cam follower with the servomotor memben-said cam andfollower providin for the transmission from the movement of theservomotor member that movement which is required to bring the throttlesubstantially to wide-open position-throughout the major portion of therange-of pressure selections required during flight, the-initialrelation of the cam and follower being determined bythe location of thefulcrum of.the bell-crank'lever.

7. Apparatus for controllng the manifold pres, sure of a superchargedaircraft engine comprisingmeans for selecting; different manifoldpressures to be-maintained, an induction throttle valve which ismovableto different positions to obtain thedifferent pressures selected,manually operable means for moving the throttle through part of thedistance necessary to obtain a selected pressure," automatic means soconstructed that it is not directly responsive to changes in altitudepressure and movable in response to changes in' manifold pressure tocomplete the movement of the throttle necessary toobtain the selectedpressure; and means wherebyth'e total movement ofthe :throttl'e valveeffected manually and automatically may be suchlas to bring thethrottle-valve to Wideeopen positional; critical altitude, throughout apredetermined range of pressures extending'from the relatively lowpressure necessary;frcru.ising tothe relatively high pressure necessaryfor proper operation of the engine during take-off oremergency-operation. of the aircraft.

8. Apparatus-for controlling the manifold pressure ofa superchargedvaircraft engine comprisingmeans .for. selecting different manifoldpressures to. be maintained, an induction throttle valve whiohiismovableto different positions to obtain the different pressuresselected,manually operable means for moving: the. throttle through part of thedistance necessary to obtain a selected pressure," a servo-motoroperable in response to changes in manifold pressure -to-- complete themovement of the throttle necessary to obtain the selected pressure, andmeans wherebyth'e total movement of the throttle valve effected manuallyand automatically may be such as to bring the throttle valve towide-open position at critical altitude; throughout a predeterminedrange of pressures extending fromthe relatively low pressure necessaryforeruising to the relatively-high pressurenecessary'ionproper operationof the engine during take-off or emergency-operation of the aircraft;

91* Apparatus for controlling the manifold pressure of a superchargedaircraft engine-comprising means for selecting different manifoldpressures to "be maintained, an induction throttle valve which ismovable to'diff'erent positions to obtain the different pressuresselected; manually operable means for-movingthe throttle through part ofthe distance necessaryto'obtain a select= ed pressure, automatic-meansso constructed that it isnot directly responsive-to changes in altitudepressure and movable inresponsetochanges in manifold pressure tocomplete-the movement of the -throttle necessary toobtain the selecte'dQ pressure, means whereby the--totalmovement of the throttlevalveefiected manually and-'automatically maybe-such as=*tobri-ng thethrottle valve to wide-open position atcritica'l altitude, throughout apredetermined range ofpressures extending from the relatively-lowpressureneeessary for cruising to the relatively high pressure necessaryfor proper operationofZthe-engineduring take-off or emergencyoperationof -the air. craft and means also actuated-by the: manual means forselecting a pressure 'tobe maintained.

10. Apparatus for controllingthemanitcld pressure of a superchargedaircraft engine having an induction throttle valve 'movablezto ferentpositions to controhsaid: manifoldpres sure, comprising manual andautomaticmeans for moving said throttle to diiferent positions; andmeans for changingnthe adjustment ofthe operating connectionbetween the"automatic means and the 'throt'tle' so that the amount-of movement ofsaid throttle whicharcan be effected by any given movement ofPtheautomaticzmeans may be varied.

11. Apparatus for controlling the manifold pressure of a superchargedaircraft engine'hav ing an inductionthrottlefvalve mova'bleto di-lferent' positions to' control saidfmanifold pres sure; comprising manualand automatic means for moving said throttle to fliiferent positions,-and means, operated by the manually operable means for moving thethrottla'for changingthe adjustment of the operating connection betweenthe automatic means and thethrottlepso that thexamount of 'movementof-s'aid throttle which can be effected by any given? movement of saidautomatic means may be changed as the throttle is moved to differentpositions by said manual means.

12. Apparatus for controlling; the-manifold pressure of a superchargedaircraft engine having an induction throttle valvemovable-to dii ferentpositions tocontrol-said-manifold-pressure, comprising manual andautomatic means for moving said. throttle todiiferent positions, meansfor selecting a pressure to be maintained and means operable asthepressure selectin means is moved. to difierent. positions: to selecthigh or low. pressures for changing the adjustment of the operatingconnection between the automatic means xand the throttle, sothat'a givenO 21 a llbmatic means will effeet a difierent amount of movement of thethrottle when a high pressure is selected,'from that effected by thesame movement'of the automatic means when a low pressure is selected.

13. Apparatus for controlling the intake pressure of an aircraft enginehaving, in combination, a throttle valve movable to different positionsto obtain different intake pressures, mechanism for moving the throttlevalve to the position necessary to obtain some selected pressureincluding a manually operable member which is operative to move thethrottle part way to the position it must occupy to obtain the desiredpressure and automatic means for completing the movement of the throttleto such'position, operating connections between said means and thethrottle valve, a device for controlling the operation of said automaticmeans including pressure responsive means operable upon changes inintake pressure to cause movement of the throttle by said automaticmeans, and means operable during operation of the engine to change theadjustmen of the operating connections between said automatic means andthe throttle, so that the amount of movement of the throttle by anygiven movement of said automatic means may be modified.

14. Apparatus for controlling the intake pressure of an aircraft enginehaving, in combination, a throttle valve movable to different positionsto obtain different intake pressures, mechanism for moving the throttlevalve to the position necessary to obtain some selected pressureincluding a manually operable member which is operative to -move thethrottle part way to the position it must occupy to obtain the desiredpressure and a servomotor for completing the movement of the throttle tosuch position, operating connections between said servomotor and thethrottle valve, a device for controlling the operation of saidservomotor including pressure responsive means operable upon changes inintake pressure to cause movement of the throttle by said servomotor,and

means operable during operation of the engine to change the adjustmentof the operating connections between said servomotor and the throttle,so that the amount of movement of the throttle by any given movement ofsaid servomotor may be modified. 7

15. Apparatus for controlling the intake pressure of an aircraft enginehaving, in combination, a throttle valve movable to different positionsto obtain different intake pressures, mechanism for moving the throttlevalve to the position necessary to obtain some selected pressureincluding a manually operable member which is operative to move thethrottle part way to the position it must occupy to obtain the desiredpressure and a hydraulic servomotor for completing the movement of thethrottle to such position, operating connections between said hydraulicservomotor and the throttle valve, a device for controlling theoperation of said hydraulic servomotor including pressure responsivemeans operable upon changes in intake pressure to cause movement of thethrottle by said hydraulic sehvomotor, and means operable duringoperation of the engine to change the adjustment of the operatingconnections between said hydraulic servomotor and the throttle, so thatthe amount of movement of the throttle by any given movement of saidhydraulic servomotor may be modified.

16. Apparatus for controlling the intake pressure of an aircraft enginehaving, in combination, a throttle valve movable to different positionsto obtain-different intake pressures, mechanism for moving the throttlevalve to the position necessary'to obtain some selected pressureincluding a,

manually operable member which is operative to move the throttle partway to the position it must occupy to obtain the desired pressure andautomatic means for completing the movement of the throttle to suchposition, operatingconnections between said means and the throttlevalve, a device for controlling the operation of said automatic meansincluding pressure responsive means operable upon changes in intakepressure to cause movement of the throttle by said automatic means,means operable during operation of the engine to change the adjustmentof the operating connections between said automatic means and thethrottle, so that the amount of movement of the throttle by any givenmovement of said automatic means may be modified, and means whereby saidmanually operable member operates the means for changing theadjustmentof said operating connections.

17. Apparatus for controlling the induction pressure 'of an aircraftengine having, in combination, a throttle valve movable to differentpositions to variably regulate the induction pressure, means for movingsaid throttle valve, operating connections between said means and'thethrottle valve, a device for controlling the operation of said meansincluding coaxial and 6X? pansible pressure responsive elements forcontrolling the operation of said means so that the throttle is movedupon changes in induction pressure and means adjustable during operationof the engine for changing the adjustment of the operating connectionsbetween said means and the throttle, so that the amount of movement ofthe throttle effected by any given movement of said means may bemodified.

18. Apparatus for controlling the induction pressure of an aircraftengine having, in combi nation, a throttle valve movable to differentpositions to variably regulate the induction pressure,

a servomotor for moving said throttle valve, op-

erating connections between the servomotor and the throttle valve, adevice for controlling the opmovement of the throttle efiected by anygiven movement of said servomotor may be modified. 19. Apparatus forcontrolling the induction pressure of an aircraft engine having, incombination, a throttle valve movable to different positions to variablyregulate the induction pressure, a hydraulic servomotor for moving saidthrottle valve, operating connections between the servomotor and thethrottle valve, a control valve for regulating the action ofsaid-servomotor, pressure responsive elements operatively connected tosaid control valve and so constructedas to be responsive to changes ininduction pressure and effective to move said valve to cause operationof the servomotor upon such changes in pressure, operating connectionsbetween said servomotor and said throttle valve, and means adjustableduring operation of the engine to modify the action of said operatingconnections whereby any given movement of the servomotor may effectmovements of the throttle valve of difierent magaura-ass 1'5 nitude asdetermined: by the position. of said ad.- J'ustable means;

20:. Apparatus for controlling the induction pressure of an aircraftengine having, in combination, a. throttle valve movable to difierentpositions; to variably regulate the induction pressure, a hydraulicservomotor for moving said throttle valve, operating connections betweenthe servomotor and the throttle valve, a control valve for regulating.the action of said servomotor, pressure responsive elements operativelyconnectedto said control. valve and so constructed as to beresponsive tochanges-in induction pressure and effective to move said valve to causeoperati'onofxthe servomotorupon such changes .in pressure; operatingconnections between said servomotor' andsaid throttle valve, and meansadjustable. during operation of the engine to modify the action of saidoperating connectionswhereby any given movement of the servomotor mayeffect movements of the throttle valve of different magnitude asdetermined by the position of said adjustable means, said adjustablemeans being also effective to move said valve to cause operation of theservomotor independently of any change in atmospheric or inductionpressure.

21.. Apparatus for controlling the induction pressure of an'aircraftengine having, in combinationya throttle valve movable to differentpositions to variably'regulate the induction pressure, a. hydraulic.servomotor for moving said throttle valve, operating connections betweentheservomotor and. the: throttle valve, a control valve for regulatingtheactionof said servomotor, pressure responsive elements operativelyconnected'to said control valve and so constructed as to be responsiveto changes in induction pressure and effective to move said valve tocause operation of the servomotorupon: such changes in pressure,operatingconnections between said servomotor and said throttle valve, alever adjustable during operation of the engine to modify theeifectiveaction of said operating connections whereby any given movement of theservomotor may effect movements of said throttle-valve of differentmagnitude as determined-by the position of said lever, saidlever beingalso connected to said control valve so thatadjustment of said leverwill move said valve and cause operation of said-servomotorindependently of any change in either atmospheric or induction pressure.

22. Apparatus for controlling the manifold pressureof' a superchargedaircraft engine comprising means for selecting different manifoldpressures to be maintained, an induction throttle valve which is movableto different positions to obtain the differentv pressures selected;manuallyoperable means for moving the throttle through part'of thedistance necessary to obtain a selected pressure, automatic-meanscompensatedfor altitude change and movable in response tochanges inmanifold pressure'to completethe movement of the throttle necessary toobtain the selected pressure, and means whereby thetotal movement of thethrottle valve effected manuallyandautomatically may be such as to bringthe throttlevalve to wide open position at: critical altitude,throughout a predeterminedrangeof pressures extending from therelatively low pressurenecessary for cruising to. the. relatively high vpressure necessary for take-offor emergency op.- eration .of theaircraft, said last named means being so constructed that the manuallyproduced movement of the throttle to open position varies in. accordancewith the. amount of pressure selected while the automatically: produced.move ment of the throttlevaries inversely withsrespect to the amount ofpressure selected.

23. Apparatus for controlling the manifold pressure of a superchargedaircraft enginecomprising means .for selecting different manifoldpressures to be maintained, an induction throttle valve which is movableto different positions to obtain the different pressures selected,manually operable means for moving the throttle through part of thedistance necessary to obtain a selected pressure, a. servo-motoroperable in response. to changes in manifold pressure to complete themovement of the throttle necessary to obtain the selected pressure, andmeans whereby the total movement of the throttle valve effected manuallyandautomatical-ly may be such as to bring the throttle valve to Wideopen position at critical altitude, throughout a predetermined range ofpressures extending from the relatively low pressure necessaryforcruising to the relatively high pressure necessary for take-off oremergency operation of the aircraft, said last named means being soconstructed that the manually produced movement of the throttle toopenposition varies .in accordance with the amount of pressure selected,while the automatically produced movement of thethrottle variesinverselywith respect to theamount of pressure selected.

24. Apparatus for controlling the manifold pressure ofia superchargedaircraft engine comprising means for. selecting different manifoldpressures to be maintained, an induction throttle valve which is movableto clifierent positions to obtain the differentpressures selected,manually operable means for moving the throttle through part of thedistance necessary to obtain a selected pressure and means operatedthereby for selecting a pressure to be obtained, automatic meanscompensated for altitude change and movable in response to-changes inmanifold pressure to complete the movement of the throttle necessary toobtain the selected pressure, means whereby the total movement of thethrottle valve effected manually and automatically may be such as tobring the throttle valve to wide open position at critical altitude,throughout a predetermined range of pressures extending from therelatively low pressure necessary for cruising. to the relatively highpressure necessary for take off or emergency operation. of the aircraft,said last named means being so constructed that the manually producedmovement of the throttle to open position varies in. accordance with theamount of pressure selected; while the automatically. producedmovementofv the throttle varies inversely Withrespect to the amount of pressureselected.

. CLARENCE. H. JORGENSEN,

WILLIAM H. TAYLOR.

ItEFERENCES CITED Thefollowing references are of record in the fileofthis patent:

UNITED STATES PATENTS Number Name Date 2,024,202 Berger Dec. 17, 19352,217,364 Halfordet a1. Oct. 8, 1940 2,243,627 Gregg May 27, 19412,282,529 Pierce May 12, 1942 2,358,363 Truesdell Sept. 19, 19442,403,398 Reggio July 2, 1946 2,453,651 Mock Nov. 9, 1948

